Rollerfbearing



v (No Model.) v

' F. G. SUSEMIHL &= A. TORREY.

ROLLER BEARING.

rNo. 605,147. Patented June 7, 1898.

PATE-Nr *Omen .FRANCIS ,SUSEMIIIL AND .AUGUSTUS TOBREY, 0F DETROIT, IYIICIIIGAN RQtLLERBEAmN SPECIFICATION fgrmng part O f Letters etset NeQalt?, dated Jue@ 7, ,1898,

' Anne-.tipi teureren 2.6, 1w-reas roll ,f3-1.14729;- trmie To all 1077/0111/ it may concern!v Be it know-n that we, FRA-Nels G. SU-sEMIH-L and AUGUsTUSTRREYitizens.of the United: States, residing at Detroit, in the `countyef W'ayne and State of Michigan, have invented certain new and useful' lmprovementsYin Roller-Bearings, of -whichthe 'following is `a specification, lreference being had therein to.

the accompanying draw-ings,

t0urinven-tion relates to that class of roller-j bearings :in which a rollerfcarriage is inter`` posed between the'bearingfplates and is .on` V"trolled in its lmovement and held-from .acci-, ,dental displacement by .a couplingfbarv-which, permits the rollers a limited lnmwern'ent in, urollingcontactwith said plates and .atthe Sametime `positively compels .the proper relative travel of the ,.carriage.'

struction 1'of f the ,cou pling-bar employed, va-nd,

further, in thepeeuliarconstruction, arrangeff ment, a'nd combination of Ypartsasl more fullyf hereinafter described Iand' claimed. This;` coupling-bar can be placed in a vertical, Iho'ri'- zontal, .or .oblique position, `onepend-.df the lsame being always' pivoted to the top -plate,i the other to bottom plate, and when made in.Y two parts, as preferred for obvious reasons,. passing thro-ugh a lswivel-head, which 'again is lpivloted in suitable bearings in the carriage holdin-g the rollers.

inthe drawingsmhichshow our roller-bearl ing as .design-ed for .la side xbearing,of a ear,z Figure 1 is a horizontal section through `thei bea-ring, sho-wing the coupling-bargin av horif Fig; `2is a `vertical l,cro'sssec-"l tion thereof. Fig. ,3 is asimilar cross-section g of a bearing in which the-,coupling-bar is arranged in Aa vertical plane. Fig; 4 is a side@ elevation thereof, showingthe securing-plate for the upper plate detached therefrom. Eig. 5 is a detached perspective wiewof the rollerzontalV plane.

carriage employed'in thelatter and preferred construction. 'f

YA is the upper orcarbearing-plate, and B is the lowerfor'tr'uclcbolster-plate, of a car side bearing, and C istheroller-carriage arranged between satd plates, the rollersl being of conical form, so as to travel in the arc of a circle concentric with the pivot of the truck, or,in other words, each roller is av frustum of a cone-whosel apex :lies -in the center of the l`kingfbolt'connecting car and truck.

It is well understood that theoretically the roller would ,go back and forward with the rho-vement of top and bottom bearing-plates without the useof a controlling-bar; but practically the ,rollers would soon `lose their prope'riposition, chieiy when the car-body should liftla triiie andbe for an instant out of contact-withthe roller, but also through .grit and .dirt lodging under the rollers and through other cau-ses-suchas moistufrer- `regulai-it-iesin the surface of bearings', or

through the .crowding-inward or outward of the rollers- Y Therefore lcontrolling bars of .some 'kind are absol u-tely'necessary, andyariious'coupling-bars have'been used and devised f 4 fer'this-pu-rpose. l They 4generally consist of Our invention'consists Vin-the peculiar con-l one or more bars pivotally secured to one of Vthe mem'bers'of the 'bearings and slidingly engaging withslottedbearings in the other two members; Anobjectionto this-type of coupling-rbar, whetherthe .same lies horizontal or Vertical, isthat in` most trucks the room is limited, and such a bar'has to be of considerable length, so `as to allow sufficient travel for rollers where cars -pass over short curves?. Our improved coupling.-bar. is,.desi gned to oyercem'e this gob'j'eetion, and .consists of a longitudinal'lyfextensible vor,.tt'ale'sco''pi-ng bar, `whichisp-ivotally secure'dat i-trs'op-posite ends to the upper and vlower bearing-platesg-respecf tively, .and hasv an'intermediate'pivotal connection with the. carria'ge. v4 In". the construction sho'wn in Figs. l and 2 offtli'e dra-Wings this bar is arran ged in a horizontal plane and cfmprises vthe .twosections 'D''and E, respective-1y nprovidedjwith np'wardlyjfand down- .wardly'ezitending pi-vot-pinsllahd G, engag- :ing with"` correspondingsockets orbearin'gsin the plates A and B.

`l-l is ahead swiveled, preferably, centrally inthe carriage-frame and provided with a transverse slot with which the oppositely-extending members D and E are adapted to slidingly engage. The pivotsfof such bar, which lies horizontally, must offcourse be so arranged as to allowfthebarstd keep always on as straight a line as ps'sible',so'asfto hold the carriage always in the proper central position between the bearing-plates. To accom- IOO plish this, the pivot on the inner bar must be located somewhat closer to center of swiveled head than the pivot of outer bar, according to the length of arc over which the two different pivots travel.

In Figs. 3 and 4 we show a construction in which the coupling-bar is arranged in a vertical plane and in which the head II is swiveled in a horizontal plane. \Vitl1 this construction the pivotal points of the two members of the coupling-bar are located at equal distances from the center of the swivel-head, thereby keeping the two members of the bar always in a straight line and holding the carriage always in the center between the two bearing-plates. \Ve show this telescoping bar placed on the inside of the carriage as preferable; but it maybe placed, when conditions require, on the outside of the carriage, or one member may be placed on the inside and one on the outside, in that case there being two heads formed with a shank running through the whole width of carriage. This construction employing the vertical guide-bar is preferable to the first-mentioned construetion for the reason that in this case the two members of bar are made of the same length and also because the bar can be placed on the outside of carriage instead ot' passing through the sides of carriage, and thus weakening the frame. Moreover, the rollers may be placed closer together where it may be required. The members of bar pass through a transverse slot in the swivel-head, which lies outside of carriage-wall, and the shank of the swiveled head runs through or into the carriage, where it is locked in position, so that the carriage is carried back and forward with it.

The ea rriage is preferably made of two like castings riveted or bolted together and embracing the journals of rollers as well as the shank et swivel-head.

The top bearing-plate is provided with front and rear wall extending downward to near the bottom bearing-plate. These walls form the guiding-sinfaces for the carriage, which is provided with flanges on both sides, meeting the walls of top bearing-plate.

The bottom bearing-plate is bolted to transom of truck, while the top bearing-plate may be bolted to transom of car, in which case the top surface must be formed so as to lit the transom and be also bolted to it; but as the transoms of cars are of unequal width and different pitch, and as the distance between transom and bolster is not always alike, and

also to avoid the annoyance of disarranging the parts of bearing when ear-body is lifted olf for repairs, we preferably form the top bearing-plate with a horizontal upper surface and provide for an extra plate, which is bolted to transom of car and engages with said top bearing-plate. This extra or securing plate is provided with downwardly-projecting flanges or lugs which so engage with said top bearing-plate that the latter is compelled to travel horizontally with said securingplate, but is not disturbed by any vertical movement thereof, thus remaining in position while the car-body is lifted.

IVhat we claim as our invention is- 1. In a roller-bearing comprising upperand lower bearing-plates and a roller-carriage between, a longitndinally-extensible or telescopic coupling-bar pivotally secured at its ends to said upper and lower plates respectively and having an intermediate pivotal connection with said roller-carriage.

2. In aroller-bearingcomprisingupperand lower bearing-plates and a roller-earriagebetween, the combination of a transversely-slotted head swiveled to said carriage and a coup ling-bar formed in two sections pivotally secured respectively to said upper and lower plates and telescopically engaging with said slotted swiveled head.

3. The combination with the upper and lower bearing-plates, of the roller-carriage between said plates comprising the rolls,a transversely-slotted swiveled head and a carriageframe formed in two like sections, each having formed therein half-bearings forsaid rolls and head and adapted when united to hold the same in position and a cou pling-bar formed in two sections pivotally secu red respectively to said upper and lower plates and telescopically engaging with said slotted head.

4. In a car side bearing the combination with the upper and lower bearingplates, the latter being secured to the truck, the rollerearriage between, and the coupling-bar uniting the three, of a securing-plate att-ached to the transom or body portion of the car and vertically, separably engaging said upper bearing-plate.

In testimony whereof we al'lix our signa tures in presence of two witnesses.

FRANCIS G. SUSEMINL. AUGUSTUS TOR {Ey Witnesses:

O'r'ro F. BAmnnL, LIONEL Bivrrnnnv. 

